Alternating-current continuous-induction train-control system



Sept. 8, 1925. 1,552,962 A. G. SHAVER ALTERNATING CURRENT CONTINUOUS INDUCTION TRAIN CONTROL SYSTEM Filed Feb. 25. 1921 Patented Sept. 8, 1925.

l llTED STA ARCHIBALD G. SHAVER. OF CHICAGO, ILLINGIS, ASSIGNOR 'ZLO REGAN SATSET'J VICES COMPANY, INC, A CORPORATION OF NEW YQR'K.

ALTERNATING-CURREN'I GONTINUQUS-INDUCTION TRAIN-CGNTROL ESYSTEM.

Application filed February 25, 1921. Serial No. 447,675.

To all iii/mm if may concern:

lie it known that I, Anonumnn (l. Snavnn. a citizen of the United States, residing at Chicago. in the county of 0001-: and State of Illinois, have invented certain new and use ful Improvements in Alternatirig-Current Continuous]nduction 'lrain-Control Systems. of which the following is a specifian tion, reference being had therein to the ac companvin; drawing.

This invention relates to improvements in a continuous induction train control system, one object of the. invention being the provision of a train control system of this nature in which alternating current is employed and in which the train carried apparatus is such as to be allotted the full length of the block or section of a block so that the failure of the (lllltllli at any time,

the reversal of flow of the current at any time. or the failure of any essential part. of the system will produce a condition which will either stop the train or reduce the speed thereof.

it further object of this invention is the provision of a novel arrangement of inductoriunis disposed adjacent the trackway and governed by roadside apparatus so that the train carried apparatus which also includes inductoriums associated with the track in ductoriums and influenced by an alternating current. generator. will he controlled by track conditions to actuate brake applying means upon the vehicle.

A still further ohject of this invention is the use of electrical energy on the locomotive for train controh so induced into roadside appurtenances as to he returned to the locomotive. of the proper characteristic to control the train without the necessity for cooperating el'lergy alone' the roadside.

With the foregoing and other objects in view which will appear as the description of th invention proceeds. the invention resides in the comhination and arrangement of parts and in the details of construction hereinafter described and claimed. it being understood that changes in the precise-embodimeat of the invention herein disclosed can be made within the scope of whatis claimed without departing from the spirit of the invention.

In the accompai'iying drawings:

Figure 1 is a diagran'unatic view of t 'ack equipn'rent.

Figure 2 is a diagrammatic view of the vehicle carried equipment with the portion. of the track equipment :uljacent thereto.

Figure 3 is a detail view oi one of the track imluctoriunis.

Figure 4t is a similar view of a modified form.

Referring to the drawings, and more particularl y to Figure 1 thereof, there is shown provided for each block such as for example, blocks A, ll; C and l), a track battery 5 connected across the rails (3 and and oi fective for normally energizing a home relay 8 also connected across the rails ti and 10 by means of the conductors 7 and Each home relay 8 of a block controls or governs the energizat-ion of a distant relay associated with the next preceding block. Thus relay 8 of hlock C controls the distant relay 16 of block B and to this end the armature 13 of a home relay 8 is included. in a circuit comprising a battery 11. conductor the .12, contact 1i, conductor 15, the distant relay 16 and return conductor 17. .Vith this construction energizatitnr of a home relay 8 in attracting: its armature 13 closes the distant relay circuit and energizes the distant relay 16 of the preceding hlock.

Each home relay 8 of a block also is associated with inductoria ot the next preceding: block for affectingthe same under certain track conditions. Disposed alone the tracle wayeither within the rails and parallel to each other preferably slightly below the tread of the rails or as shown in Figure 4: against the web of the rail adjacent the head thereof. are the track inductoriuins 18 and 19 which may or may not have an iron core and which extend the full length of the blocks or track sections. As shown lll'Flgure 4. in lieu of a coil of. wire, two or n'iorc, strands of wire may be employed located adjacent the rail. In thislatter instance the metal in the rail is used to an'iplify the effect of the current that is induceduin the inductoriums l8 and '19. The track inductm'iums -1 and 19 of a given block are intended for electrical connection and disconnection, depending upon track conditions, and to this till tit)

end there are provided the armature contact .'torium.18 is connected in circuit with thearms 20 and 21 under theinfluence of a distaut relay 16 and the armature contact arms 22 and 23 under the influence of a home relay 8, both relays associated with the block.

in advance. Under clear track conditions as portrayed in Figure 1, when relays 8 and 16 of a block are both energized the inducthe connections between the inductoriums 18 and 19. Upon deenergization'of a home relay 8 responsive to danger track conditions as will appear presently, the armature contact arms 22 and 23 open, breaking the connection between the inductoriums 18 and 19,

It will therefore be seen with the provision of this construction that the track or home relay, such for example as the'home relay 8 of block C, in controlling its armature 13 controls the distant relay 16 of block B, and in addition thereto also con,

trols the armature contact arms'22 and 23' so that when the track or home relay 8 of block C is deenergized due to the presence of a train within said block or. section C, the armature contacts'13, 22 and 23 will fall and open the circuits controlled thereby which in this instance are first, the circuit to the distant relay 16 of block B; and second, the circuitconnecting the inductoriums 18 and 19 of said block B. The opening of the circuit connecting the said inductoriums 18 and 19 of block B is thus in response to dangertrack conditions'and is intended, as will appear further hereinafter, forproducing stop conditions on a train entering block B,'and the opening of the circuit to the distant relay 16 of block B is intended,

as will presently appear, for producing caution stop conditions on a train entering the block A. The latter operation is obtained when the deenergization of the distant relay 16 of block B effects the dropping of the armatures 20 and 21 controlled thereby, the dropping of these armaturcs into engagement'with the lower contacts 30 and 31 respectively of the circuit including the inductoriums 18 and 19 of block A reversing the connections in this circuit, this producing, as will presentlyappear, cautionindications in a train entering the said block A. Thus if a train were inblock C the induc toriums 18 and 19 in block 13 would produce a stop, while the inductoriums in block A would produce a caution action on the vehicle.

Located upon the vehicle is an alternating current generator 32 which supplies current through the conductors 33 and 34 to the field 35 of the three position alternating current relay R, the return being made through conductors 36 and 37 As the generator is continuously operated the field is continuously energized.

Under normal clear track conditions, and as shown in Figure 2, the circuits to the Winding'35' of the relay R from the generator include the following: the generator 32, conductors 33 and 34, a transmitting inductorium 38 carried by the vehicle and conductors 36 and 37 inducing a current in the receiving track inductorinm 19. Inductorium 19 when under clear track conditions is connected to inductorium 18, and the latter is energized when current is induced in the receiving inductorium 19, energization of inductorinm 18 in turn influencing the coil or receiving inductorium 39 carried by the vehicle. a current being induced in the latter so that there is energy supplied to the relay winding 35 ofthe relay It, through the conductors 40 and 41. Under these conditions the armature 35' holds the contact arms 43 and 61 of the relay R in the full line positions as shown in 'Fig. 2.

The magnet valve 47 controlling the train braking system is normally energized through the following circuit, which includes the generator 32, the conductors 33,

34 and 42, the contact arm 43, contact 44, conductors 45 and 46, the magnet 47, and the conductors 48, 36 and 37 This magnet operates the combined reservoir and brake valve 49 which as shown in my Patent No. 1,411,526 of April 4, 1922,,normallv permits air to flow from the main reservoir to the engineers brake valve through the pipes 50 and 51 and prevents the venting of the'air brake system through the pipe 52 to the vent 53.

Should a distant relay 16 be ale-energized, the armature contacts 20 and 21 being reversed so as to engage the back contacts 30 and 31 and therefore causing. the reversal oi"- flow of induced current to the relay winding 35, the contact arms 43 and 61 of the relay R will assume the extreme right dotted position, and the contact arm 43 will engage the contact 54 so that the speed circuit controller S is placed in series with the magnet 47 and so actuated as to prevent the movement of the train beyond a predetermined speed through a caution block. The speed control circuit includes the gem erator 32, the conductors 33 34 and 42, the contact arm 43. the contact 54. the conduct ll tor 55, the contact 56. the switch 5'? ol the speed circuit controller S. the contact 58. the conductor 46, the magnet 47, and the conductors a8, 38 and 37.

Assuming that, the train proceeds and enters a danger block, such as block B for eX- ample, home relay 8 or block C (assumed to be occupied by a train) will be deenergized and the armature contacts and 23 of relay 8 in block C opened. Under these conditions no induced current will be per mitted to flow from the inductoriuin 19 to the il'iductorium 18 of block B, and therefore no current will be supplied to affect the relay winding 35" of the relay R. Under these conditions, the respective contact arms 4?; and 61 will assume the central dotted position, opening the circuit to the magnet valve -27 by breaking the same at the contact ell-3, while the contact arm til will engage the contact 60, the purpose of Which will presently appear. As the speed of the train is reduced, the speed circuit controller will bridge 0011i? cls 56 and 58 and its switch 7? will bridge the contacts 72 and 74-.

in order to proceed, after stopping the train, it is essential that the engine driver or motorman depress the release switch which closes the following circuit including the generator 32, the conductors 33, 3%, 4-2., 59, contact 60, contact 62, the electromagnei'; G3, the conductor ti l, the hand release switch 65, the contact 66, and-the conductors (37, 48, 3G and 37. Thus the electromagnet 63 is energized attracting its contact arms 70 and 78 making stick contact 7'? and closing contact 69. The release switch 65 need be closed only momentarily and may now be opened. The following circult is therefore closed to energize the magnet 47 and place the respective valves controlled thereby in normal condition and governed. by speed controller S. This circuit includes the generator 32, conductors 33, 3t, 42. and 68, the contact 39, the contact arm '70, the conductor 71. the contact 72, the switch 73, the contact. Tel, conductors 75 and 4G. magnet 47, and conductors 4:8, 36 and 37. lhc map net 63 is also held energized alter the open ing of the release key (35 through the following circuit and until the relay winding 2-5.3 is energized through the circuit including the inductorium. generator 32, the conductors 3:), 3%, l2 and 59, the contact til). the contact arm (31. the conductor (52, magnet 33, conductor 7%). the stick armature 78. the contact 77, and coir ductors 76., (i7, an. and 57.

The instantthat the train is pcrmitlcd to proceed as when clear tratlic conditirms have been reestablished and the current is permit ted to flow normally. the relay winding 3-3 of the relay It is energized so as to move the contact arms 43 and cite the lull. line insition, thus opening the circuit to the mag arm (51, the conductor This circuit includes the and 78 T7 and not 63 so that its contact. arms fall opening: their contacts 69 and the magnet 47 is maintained energized through its normal circuit with the speed circuit controller contacts eliminated from the circuit. By this means the train is allowed to proceed withoutrestriction.

it will be noted in Fig. elthatthe conductors ill and 29 are enclosed in an insulating body 18 and are supported adjacent the tread of the rail, and as above stated, the rail head is used to amplit'y the effect of the current. that is induced into the Wires 2 t and 2!). In this instance, the coils 38 and 39 are supported so as to be slightly above the rail head instead of within the rails, as shown in Fig".

The two wires used to form the coils in the inductorimns 18 and 19 are so wound upon the wire core that they come out at one end, the same being connected together through the relays so that the complete circuit is formed, closed within itself.

lVith this arrangement of apparatus,

should the train after having received a cantion indication then receive a clear unlimited proceed indication, the three position relay R will be energized in its normal" osition so that the valve magnet i l will be energized and the contacts of the speed circuit controller t l eliminated from the circuit, thus 'permilling the train to proceed without any speed restrictions.

lvhilc l have shown a particular circuit for applying this system of train control for a practical operation, I do not wish to be limited to the same in detail as there are many arrangements of circuits that may be used. to advantage and still be within the scope of my invention. 1 have also shown in this application a double track operation but do not wish to be limited to the same as the scheme can be applied to a single track with very slight modifications.

A locomotive equipped as covered. in this invention may run forward or it may be turned around to run bacluvard am yet it would operate equally well, because of the fact that where, for example, in the case o'l' a locomotive running forward inductorimu 38 would influence in'duclorium ill and inductorium 15) would in turn intiucnce inductorium iii), if the engine was turned around then induciorium 38 could justas well influence imluctorium 18 and induciorium 19 could in turn influence iinlnctm'ium 35').

lt may also be desirable, instead of etlccting a full stop, to permit the train to procccd at a low 'n'cdetermincd rate of mom mcnt alter the train has been reduced to a prcdctcrmincd speed, which may for exam plc. be about live miles an hour. This latter may be accomplished by placing" the release key in the cab so that the engineer will have ready access thereto to press the same to close the circuit after the low predetermined speed has been reached. Thus, when the key 65 is closed the relay 63 will be energized, thus energizing the electrmpneumatic valve magnet -47 through the speed controller S, permitting the train to proceed.

It is intended that the winding on the inductoriums 18 and-19 will always be in the same direction, as for example, as shown in Fig. Assume the. ends El and 29 to be connected together, then the same wire alwayswound in the same direction would return to the opposite end of 18, the two ends being exposed at that end of core 18.

It will be noted with this arrangement that there is no necessity for trackside batteries or'generators to influence the apparatus on the locomotive so that where this train control system is installed with the existing block signal system it is not necessary to have trackside energy.

Although the inductoriums 18 and 19 are shown in parallel relation to each other and the rails, it is possible that the same may be intermittently arranged on the outside of the rails as in mechanical and electrical ramp constructions, or extended the full length of the block as here shown, and by stating that the inductoriums are parallel I mean that they may not necessarily be parallel but one might be at an angle to the other if found desirable.

What I claim as new is:

1. In an alternating current continuous train controlling system, a trackway having two inductoriums paralleling the rails there- 'of, means for connecting the inductorinms in circuit operative for severing and for reversing the electrical connection therebetween, two inductoriums carried by the moving vehicle, an alternating current generator connected to one of said vehicle inductoriums which is so disposed as to influence the other vehicle inductoriunt through the two track inductoriums, a relay controlled by one of said inductoriuins and train controlling means under the influence of said relay. i

2. In an alternating current continuous train controlling system, a trackway with. two inductoriunis extending along the roadway, means for interrupting the flow of current from one to the other of said track inductoriums, means for altering the instantaneous polarity of the current in one of said track inductoriums relative to that in the other, two inductoriums carried by the vehicle, a source of alternating electrical energy for energizing one of said vehicle inductoriums which inductorinm under certain conditions will influence the other vehicle indnctorium through the medium of the two track inductorinms, a relay controlled by one of the vehicle inductoriums, train controlling means under the influence of said relay and a speed controller connected to influence the train controlling means and adapted to be connected to influence the same when the current flow is altered or interrupted.

3. In an alternating current continuous train controlling system, a trackway having two inductoriums paralleling the tracks thereof, means for severing the flow of'induced-ci'lrrcnt to one of the inductoriums, means for changing the direction of flow of current .to one of the inductoriums, two inductoriums carried by a moving vehicle, a continuously operating alternating current generator connected to one of said inductoriums and disposed to influence the other by the two inductoriuins of the trackway, a three position relay controlled through one of the inductoriums of the vehicle, train controlling means under the in fluence of said relay, and electrically operated means including a manually controlled switch therefor and an auxiliary electrical control for closing the circuit between the generator and the train controllingmeans after the train controlling mcans has been automatically actuated to control the train.

4. In a continuous inductive type of train control system, the combination with two inductorinms along the trackway, a home block relay. a distant block relay, and circuit connections influenced by both of said relays for controlling the flow of induced current between the track inductoriums, of a vehicle carried mechanism including a source of electrical energy, two inductorinms adapted to-cooperate with the two inductoriums of the trackway, a circuit controlling means under the influence of said inductorium and vehicle controlling means under the influence of said circuit controlling means.

'5. In a continuous inductive type of train control system, the combination with two indin-torinms along the trackway, a home block relay, a distant block relay. and circuit. connections influenced by both of said relays for controlling the flow of induced current between the track inductoriums, of a vehicle carried mechanism including a source of electrical energy, two inductoriums adapted to cooperate with the two inductoriums of the trackway, a circuit controlling means under the influence of said inductoriums, vehicle controlling means under the influence of said circuit controlling means, a speed circuit controller, and a circuit connected with the vehicle controlling means and controlled by the speed circuit controller and by the said circuit controlling means.

6. In a continuous inductive type of train control system, the combination with two inductoriums along the trackway, a home block relay, a distant block relay, and cirilil cuit connections influenced by both of said relays for controlling the flow of induced current between the track inductoriums, of a vehicle carried mechanism including a source of electrical energy, two inductoriurns adapted to cooperate with the two inductorimns of the trackway, a circuit controlling means under the influence of said inductoriums, vehicle controlling means uhder the influence o'fi said circuit controlling means, and manually controlled electrical means for connecting the source of electrical energy to the vehicle controlling means after the same has been automatically operated to bring the train to a halt. 7. In a continuous inductive type of trai control system, the combination with two inductoriums along the trackway, a home block relay, a distant block relay, and circuit connections influenced by both of said relays for controllin the flow of induced current between the hack inductoriums, of a vehicle carried mechanism including a source of electrical energy, two inductoriums adapted to cooperate with the two inductoriums of the trackway, a circuit controlling means under the influence of said inductoriums, vehicle controlling means under the influence of said circuit controlling means, manually controlled electrical means for connecting the source of electrical energy to the vehicle controlling means after the same has been automatically operated to bring the train to a halt, and auxiliary means for holding over the action of the said clectricalfimeans when the manual means thereof has, been released. I

S. In an alternating-current continuous train controlling system, a combination of a trackway having two inductoriums running in a general direction parallel to the track rails, means responsive to danger track conditions for severing the electrical connection between said inductoriui'ns, two inductoriums carried by the moving vehicle, an alternating current generator connected to one of said vehicle inductoriums which is so arrangedthat the other vehicle inductorium is influenced by current induced therein through the track inductoriums, a relay controlledby one of said inductoriums and train controlling means under the influence olfsaid relay.

9. ln a continuous induction type of train control system, a trackway having two inductoriums paralleling the tracks thereof and extending substantially the full length out a hlcclt or track section, means for afting the flow of energy from one inductoyium to another located along the track-- way and controlled from a block in advance, a oiuce oi electri al energy, for influencing d imhmtoriums, carried upon a moving vehicle, a transi'nitting inductorium connected with said source and disposed to transmit current to the roadside inductoriums, and train controlling means on the vehicle controlled through the infiuence oi the transmitting and track inductoriums.

10. In an alternating current continuous train control system, a trackway having two induct-oriums paralleling the tracks thereof, means for severing the flow of in duced current to one of said inductoriums, means for changing the direction of fiow of current to one of said inductoriums, two inductoriumscarried by a moving vehicle, a continuously operating alternating current generator connected to one of said Vehiole carried inductoriui'ns and disposed to influence the other by the two inductoriums of the trackway, a two element relay con trolled through one of the inductoriums of the vehicle, and train controlling means under the influence of said relay.

11. In an alternating current continuous train controlling system, a trackway having two inductoriums paralleling the tracks thereof, means for severing the How of induced current to one of said iiuluctoriums, and means for changing the direction of flow of current to the same, twoinductoriums carried by a moving vehicle, a continuously operating alternating current genera tor connected to one of said vehicle carried inductoriums and disposed to influence the other by the two induc'toriums of the tracln Way, a three position relay controlled through'one of the inductoriums or" the vehicle, train controlling means under the influence of said relay, and a speed circuit controller for influencing the train controlling means and adapted to be connected to influence the same when the direction ofitlow of current is reversed in one of the track in ductoriums.

12. In an alternating current continuous induction train control system, the combination with sets of parallel inductoriums parallelingthe trackway, a home relay and a distant relay for each set, the distant relay of one set beingcontrolled by the home relay of another set, and circuit connections controlled by both of said relays for directing induced current to the track inductoriums, of a vehicle carried mechanism including an alternating current generator, two inductoriums adapted to cooperate with the inductoriums of the trackway, a three position relay under the influence of said inductoriums, and vehicle controlling means under the influence of said relay.

13. In an alternating current continuous induction train control system, the combination-With sets of parallel inductoriums paralleling the trackway, a home relay and a distant relay for each set, the distant relay of one set being controlled by the home rclay of another set, and circuit connections controlled by both of said relays for directing induced current to the track inductoriruns, of a vehicle carried mechanism including an alternating current generator, two inductoriums adapted to cooperate with the induction train control system, the combina tion with sets of parallel inductoriums paralleling the trackway, a home relay and a distant relay for each set, the distant relay of one set being controlled by the home relay of another set, and circuit connections controlled by both of saidrelays for direct ing induced current to the track inductoriums, of a vehicle carried mechanism including an alternating'currentgenerator, two indnctoriums adapted to cooperate with the inductoriums of the trackway, a three position relay under the influence of said inductoriums, vehicle controlling means under the influence of said relay, and; manually controlled electrical means for connecting the generator to the train controlling means after the same has been automatically operated to bring the train to a halt.

15. In an alternating current continuous induction train control system, the combination with sets of parallel inductoriums paralleling the traclzway,"a home relay and a distant relay for each set, the distant relay of one set being controlled by the home relay of another set, and circuit connections controlled by both of said relays for directing induced current to the track inductoriums, of a vehicle carried mechanism including an alternating current generator, twoinductoriums adapted to cooperate with the nu ductoriums of the trackway, a three position relay under the influence of said inductor-iums, vehicle controlling means under the influence of said relay, manually controlled electrical means for connecting the-"'gcncrator to the train controlling, means after the.

same has been automatically operated to bring the train to a halt. and auxiliary means for holding over the action of the latter means when the manual means thereof has been released. r I

16. In an alternating current continuous induction train control system, the conibin'a tion with two parallel indnctoriums paralleling the trau-k\\'ay,'a homerc-lay anda distaut relay, the latter being controlled by the former and circuit connections controlled. by both of said relays for governing induced 'current to the track inductoriums, ot' a \'chicle' carried mechanism including. an alternating current generator, two inductoriums toriums of the trackway, a three-position relay under the influence of said inductoriums and vehicle controlling means under the in fluence of said relay.

v 17. In an alternating current continuous induction train control system, the combination with sets of parallel inductoriums paralleling the trackway, a home relay and a distant'relay for each set, the distant relay of one set being controlled by the home relay of another set and circuit connections controlled b both of said relays for directing induce current to the track inductoriums, of a vehicle carried mechanism including an alternating current generator, two inductoriums adapted to cooperate with the two inductoriums of the trackway and vehicle controlling means under the influence of said inductoriums.

18. Ina continuous inductive train control system, the combination with the track rails subdivided into a plurality of sections disconnect the same under a danger track v condition. 7 I

19. In a continuous inductive train control system, the combination with the track trails sub-divided into a plurality of sections or blocks, of roadside mechanism comprising a plurality ofparallel inductoriums for .each section orblock disposed substantially the full length of the same, roadside means operable in response to track conditions for changing connections between the inductoriums for reversing the instantaneous direction of flow of current in one inductorium relative to the other and for discon tinuing the flow of current in. one of said inductoriums under predetermined conditions. i

20. In a continuous inductive traincon ie trol system, the combination with the track rails sub-divided into a plurality of sections or blocks, of roadside mechanism comprrsing a plurality of parallel inductoriumsfor each section or block disposed substantially the full length of the same, roadside means operable in response to track conditions for I reversing circuit connections to one of said inductornuns,and additional 'I'OfldSlClB means also operable in response to track conditions for breaki-ngclrcuit connect ons to one of saidinductoriums. f V s v 21. In a-rcontmuous inductive train control system, thejc'ombination with the track rails sub-divided into a plurality of sections or blocks, of roadsidemechanism comprising no I a plurality o't roadside imluctoriums for each section or block disposed substantially the full length of the same, and means for connecting, the same operative to reverse circuit connections therebetween.

22. in a continuous inductive train control syetem, the, combination with the track rails sub-divided into a plurality of sections or blocks. of roadside mechanism comprising a plurality of roadside iinhu-toriums for each section or block disposed substantially the full length of the same. and means for connecting the .same operative to reverse circuit connections therebetween and for breakin; circuit connections therebetween.

2.3. In a continuous inductive train control system the combination with the track rails sub-divided into a plurality of sections or blocks of roadside mechanism comprising: a plurality of roadside indwtoriums for each section or block disposed substantiallv the full length of the same. and means for connecting the same operative to reverse circuit, connections therehetween and for breaking circuit connections therebetween, the said means compriu'ng a pole changer and a make and break device.

24. In an induction train control system, the combination with tw parallel inductoriunis paralleling the trackway and of substantially equal lenetln a home relay and a distant rela v the latter being controlled by the former and circuit connections to said indiurtoriuins controlled by said relays.

In an induction train control system, the combination with sets of parallel induc- .toriums paralleling: the trackway. a home relay and a distant relay for each set, the distant relay ot one set being controlled by the home relay of another set, and circuit -eonneetions to a set of inductoriums controlled by both said relays of one set.

i In testimony whereof I atiix my signature.

A'ncnnmin o. SHAVER. 

